Internal combustion engine



y 5, 1932- J. E. WHITFIELD 1,865,493

INTERNAL COMBUSTION ENGINE Filed July 24. 1929 I 5 Sheets-Sheet 1 r k lNVEbfTOR I y 1932- J. E. WHITFIELD 1,365,493

INTERNAL COMBUSTION ENGINE Filed July 24, 1929 5 Sheets-Sheet 2 INVENTORJuly 5, 1932. J. E. WHITFIELD 1,365,493

INTERNAL COMBUSTION ENGINE Filed July 24, 1929 5 Sheets-Sheet 5 4 301 Icl 0 J L. 30 INVENTOR J y 1932- J. E. WHITFIELD 1,865,493

INTERNAL COMBUSTION ENGINE Filed July 24, 1929 5 Sheets-Sheet 4 INVENTORJuly 5, 1932- J. E. WHITFIELD INTERNAL COMBUSTI'ON ENGINE Filed July 24,1929 5 Sheets-Sheet 5 Patented July 5, 1932 l'lED STATES JOSEPH E.WHITFIELD, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO WHITFIELD- JOHNSONMOTOR COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OF DELAWAREINTERNAL COMBUSTION ENGINE Application filed July 24, 1929. Serial No.380,516.

My invention relates to internal combustion engines of the type whereinthe cylinder, or each of the cylinders, is provided with a single-sleevevalve whose movements control the opening and closing of the fuelinletand exhaust ports of the cylinder, and within which sleeve valve thepiston works, the sleeve valve having half the speed of movement of thecrank shaft.

The objects which I have in view are, inter alia, as follows Thereduction of the working parts and the weight of the engine so as tominimize the dead load. This is important in the case of all mobileinternal combustion engines and especially so in the case of those usedin aeroplane and airship practice.

The reduction to a minimum of the relative movement between the sleevevalve and the parts in sliding contact therewith, thus reducing frictionand wear and simplifying lubrication.

The substantial elimination of rotary or turning movement of the sleevevalve during the periods of greatest pressure between the sleeve valveand the cylinder wall, thus reducing friction and wear and also theabsorption of power.

To obviate the troubles incident to the use of poppet valves and theirdrive mechanism.

To enable the use of higher compression and thus increase the power.

To obtain maximum engine life and re duce servicing.

To provide a combustion chamber which is more nearly leak-proof andwhich will longer maintain such property.

To reduce carbon troubles.

In general to produce an internal combustion engine of improvedmechanical construction and having superior efliciency.

Other objects in view will appear from the following description.

In my improved internal combustion en gine the sleeve valve is givenboth an oscillatory motion and a longitudinal reciprocating motion bymeans of an eccentric rotat ably mounted on the crank shaft of theengin-e and driven therefrom at half the speed of the crank shaft. 1 V

I am thus enabled to reduce the number of moving parts, reducing theengine weight per horse power to a minimum. In the case of an'engineprovided with a pluralityof cylinders arranged radially of the crankcase, I am able to connect up the piston rods of a plurality of thecylinders to the same crank of the main shaft and operatethem from asingle eccentric.

In the accompanying drawings wherein I have illustrated practicalembodiments of the principlesof my invention, Fig. l is an elevalves andthe eccentric and the connections therebetweenfthe view being takenlooking from the left in Fig. 2. 1

Fig. 4 is a detail of the driving connection of the sleeve valves.

Fig. 5 is a graphic View showing the path of movement of a sleeve valveduring a cycle of such movement.

Fig. 6 is a View similar to Fig. 2 but show ing an internal combustionengine having two series of radially disposed cylinders.

Fig. 7 is a side elevation showing the arrangement of the cylinders andthe connections between their sleeve valves and pistons with theeccentrics and the crank shaft re spectively.

Fig. 8 is a vertical section showing my invention applied to a cylinderof an internal combustion engine of the vertical cylinder t 3e.

Fig. 9 is a detail view, looking from the left in Fig. 8, and showingthe eccentric which drives the sleeve valve and its connection to thecrank shaft and the sleeve valve.

Fig. 10 is a top plan view partially in sec-- tion along the line 1010in Fig. 9.

Referring first to Figs. 1 to 5, inclusive, 1 represents the circularcrank case which is preferably provided with a removable end 2.

! terbalances 5.

The cylinders 6a, 6b and 60, which are shown as three in number, are"disposed in equally spaced relation radially of the-crank shaft andsecured to the latter by bolts.

The cylinders are provided with fuel inlet ports 7 and exhaust ports 8.These ports are preferably arranged in pairs as illustrated in the caseof the exhaust ports 8 in Fig. 1.

In each of the cylinders there is mounted for both oscillatory movementand longitudinal reciprocation a cylindrical sleeve valve 9 which isprovided with fuel inlet ports 10 and exhaust ports 11 whichcorrespondto the ports in the cylinder and with which cylinder ports the sleevevalve ports are periodically brought into and out of registration by themovement of the sleeve valve.

The cylinders are provided with removable heads of the reentrant typeshown at 12, which heads form with the cylinder walls annular chambers13 in which the outer ends of the sleeve valves work, thus maintaining aconstant seal for the outer ends of the sleeve valves against the escapeof pressure or the products of fuel-combustion.

The cylinder heads are provided with one or more threaded holes 14 forthe spark-plugs.

The cylinders are preferably exteriorly provided with circumferentiallydisposed fins 15 to expedite the radiation of heat for aircooling andthe heads 12 are also provided with ribs 16 for the same purpose.

A cup-shaped shield 17 may be attached on the head to better direct thecurrents of air in contact with the ribs 16 and through the troughsbetween said ribs.

Working in each of the sleeve valves is a piston 18 which is coupled tothe crank 4 of the shaft 3 by means of a piston rod 19.

I show a novel form of connection of the plurality of piston rods to thecrank.

Thus the crank shaft is made in two parts and one of the piston rods,that of the cylinder 6a, is provided with a cylindrical hub 20 which isrotatably mounted on the crank 4, and said hub is provided with acentral annular rib 21.

The inner ends of the other piston rods are provided with hubs 22 whichnest on and rock on the hub 20 on either side of the rib 21, thecorresponding piston rods having their inner end portions slightlyoffset to clear the piston rod connected to the hub 20.

Rotatably mounted on the shaft 3, and at one side of the crank 4,'is theeccentric member 23 provided at one side, the left in Fig. 2, with acircular concentric flange 24 which is provided with an internal ringgear 25 concentric with the shaft 3.

A pinion 26 is fixed on the shaft 3 within the gear 25 and is in meshwith a smaller pinion 27 mounted on the stub shaft 28 journaled in asocket bearing 29 in the adjacent end of the crank case. The pinion alsomeshes with the ring gear 25, and the ratio of the gear and the pinionsis such that the eccentric 23 is rotated in the opposite direction fromthat of the shaft, that is clockwise in Fig. 1, but at half the speed ofthe shaft.

Eccentric straps, generally designated by the numeral 30, are mounted innested relation on the perimetral surface of the eccentric 23. Thus theinnermost strap 30a which encircles and rocks the eccentric, isconnected to the sleeve valve of the cylinder 6a, while the straps 30band 300, which encircle and rock on the strap 30a, are connected to thesleeve valves of the cylinders and 60, re spectively.

The connections may be of any type which will permit the correspondingsleeve valve to oscillate.

Thus I have shown the inner end flange 31 of the sleeve valve providedwith a pair of spaced apart pierced lugs 32 whose inner ends are joinedto the bridge plate 33. A block 34 is provided with a pair of trunnionswhich are ournaled in socket bearings in the flange 31 and the bridgeplate 33. The block is also provided with a second pair of trunnionswhich are disposed at right angles to the first pair of trunnions.

he second mentioned trunnions are journaled in bearing holes in the yokeend of the arm which is rigid with and extends from the correspondingeccentric strap. These arms are generally designated by the numeral 35,the arms 350., 356 and 350, respectively, connecting the correspondingeccentric straps with the associated sleeve valves.

It is evidentthat as the eccentric 23 revolves the sleeve valves will bereciprocated in their respective cylinders.

To provide a limited rotary or turning movement of the sleeve valves inthe cylinder I link the arms 35a, 35b and 350 to fixed points such asblocks 36 on the end wall of the crank case, the links 37 beingpivotally connected at one end to such blocks and at their other ends tothe respective arms.

A ball or other antifriction bearing 38 is interposed between theeccentric 23 and the innermost strap 30a.

The strap 30a is provided at one side with a flange 39 and at the otherside with a detachable keeper plate 39a to hold the straps 30?) and 300on the strap 30a.

It is thus evident that the sleeve valves will be periodically given alimited rotary tating counterclockwise, the order of firing thecylinders would be 6a, 6b, and 6c. The sleeve valve in the cylinder 6ais in position for the exhaust of the products of combustion, theexhaust ports being open and the piston being at its bottom center. Theintake ports of the cylinder 60 are open for the admission of the fuelmixture and the piston is at about one third of its suction strokemoving from the cylinder head, In the case of 6b the sleeve valve is inposition to close all of the ports and the piston has moved toward thecylinder head one third of its stroke to compress the charge.

The cycle of movement of a sleeve valve in the cylinder is illustratedin the graph,Fig. 5, the movement being in the direction of the arrows.

The exhaust ports 11 of the sleeve valve or before the sleeve valve hasreached the center of its movement toward the crank shaft, andthereafter the sleeve valve is moving at its maximum speed inpractically a straight line when the ports register, thus providing aquick opening.

The fuel inlet ports 10 of the sleeve valve pass out of registrationwith the ports 8 of the cylinder, and thus close, after the sleeve valvehas passed the center of its movement toward the cylinder head, or atabout the point 41 in Fig. 5. Thus the sleeve valve is moving atsubstantially its maximum speed when the inlet ports close and thefiring'is arranged to take place as the sleeve valve approaches itsinnermost position, thus providing a complete seal.

Since the sleeve is at its extreme top at the time of explosion theports in the sleeve are widely separated from the ports in the cylindermaking leakage at this point almost impossible. As the piston movestoward the bottom on its power stroke the sleeve has moved about onethird of its travel down at which point the exhaust ports move intoregistration. Since the sleeve is in the middle of its movement at thistime quick registration of ports is assured. The ports are long andnarrow, depending of course in dimensions on the amount of sleevemovement. The exhaust ports are moving endwise at the'time of openingand close by the side movement or oscillating movement of the sleeve andthe intake ports can be so arranged to open at any predetermined timewhen the exhaust ports are closing by the further side motion of thesleeve while the intake ports are closed I by the endwise movement ofthe sleeve. Since all the side motion of the sleeve can be utilized inport area, maximum port area is provided with a minimum sleeve movement.A very important feature as effecting mechanical efiiciency, long life,minimum upkeep and sequent less vibration. By using multiple ports thesleeve movement can be further reduced.

It is noted that the curved ends of the ellipsoidal path are on arelatively short axis of the path and are quickly effected. During thegreater portion of the longitudinal movements of the sleeve valve thelatter moves in practically a straight line.

It is evident that in the case of the form illustrated in the figuresabove referred all great saving in parts and economy in size and weightis effected, thus reducing the weight per horse power to a minimum.

It is further evident that the engine is well balanced and thussubstantially free from vibration.

Referring now to Figs. 6 and 7 I have illustrated the principles of theembodiment of the previous views applied to a radial type engineprovided with a plurality of series of" radially disposed cylinders,specifically two sets comprising respectively the cylinders 6d, 66 and6f in one series and 69, 6k and 62' in the second series.

In this instance the cylinders of each set are disposed in the sameplane and the two series are disposed in parallel planes, with thecylinders of one series alternating with the cylinders of the spacing.

The crank shaft 3 is provided with a pair of opposed cranks 4a and 4b,the piston rods of the cylinders 6d, 66 and 6; being connected to thecrank 4a while the piston rods of the cylinders 69, 6h and (ii areconnected to the crank 46.

A double eccentric, which may comprise two oppositely disposedeccentrics 23a and 23?) connected to rotate in unison are rotatablymounted on the shaft 3 adjacent to the crank 46 and said eccentrics, arerotated at half the speed of the crank shaft and in the oppositedirection by means of the pinion 26a fixed on the crank shaft andmeshing with the pinion 27a mounted on the stub shaft 28a which lastmentioned pinion meshes in turn with the internalring gear 25a of theeccentric.

The straps 30d, 30c and 30; which operate, the sleeve valves of thecylinders 60?, 6c and 6], respectively, are mounted on the eccentric 23awhile the straps which operate the sleeve valves of the cylinders 69, 6kand 62', respectively, are mounted 011 the eccentric 23b. The firingorder is 6d, 66, 69, 6h, 62' and 6f.

Referring nowto Figs. 8, 9 and 10 of the drawings, inclusive, thecylinder 67' extends upwardly from the crank case 1, and the pishighspeed with small inertia forces and conton 18 which works in the sleevevalve 9 is other series with uniform connected in the usual manner byits red 19 with the crank 4 of the shaft 3.

In this form an internal ring gear 42 is fixed relative to the crankcase as by being pinned, as at 43, to the end wall of the case. Thisgear is concentric with the shaft. The eccentric 230 is rotatablymounted on the shaft 3 and is chambered to provide clearance for thepinion 26b fixed on the crank shaft and also for a small pinion 276which is mounted on a shaft 44 journaled in bearing holes in theeccentric. The pinion 27b meshes with the pinion 26b and also with thestationary ring gear 42, so that the rotation of the shaft 3 causes thepinion 27b to revolve around the crank shaft carrying with it theeccentric 230, the ratio being such that the eccentric completes arevolution for two revolutions of the crank shaft and the eccentricrotating in the same direction as the crank shaft.

A strap 30 7' encircles the eccentric 23c and is provided with an arm 35whose outer end is of yoke shape, as at 45, and has journaled thereinthe ends of a wrist pin 46 which is slidable in the diametric bore of aball 47 rotatably held in a partible socket member 48 carried by theflange 31 of the sleeve valve 9. The arm 35 is connected to a fixedpoint at 36 by the link 37.

The details of this form of connection are more fully described inLetters Patent of the United States No. 1,845,734, issued February 16,1932.

Antifriction bearings 49 are interposed between the eccentric and itsstrap.

It is evident that this modification applies the principles of mypresent invention to parallel or vertical cylinder engines, alikeeconomy in parts and in weight per horse power being effected, togetherwith the other advantages above described.

hat I desire to claim is 1. In an internal combustion engine, thecombination with a cylinder provided with fuel-inlet and exhaust ports,a sleeve valve working in the cylinder and provided with fuel-inlet andexhaust ports which are brought into registration with the correspondingcylinder ports by the movements of the sleeve valve, a piston working inthe sleeve valve and a crank shaft to which the piston is coupled, of aneccentric rotatably mounted on the shaft, means whereby the eccentric isrotated by said shaft, and operative connection between the eccentricand the sleeve valve whereby the sleeve valve is given both anoscillatory and a reciprocating movement relative to the cylinder.

2. In an internal combustion engine, the combination with a cylinderprovided with fuel-inlet and exhaust ports, a sleeve valve working inthe cylinder and provided with fuel-inlet and exhaust ports which arebrought into registration with the correspending cylinder ports by themovements of the sleeve valve, a piston working in the sleeve valve anda crank shaft to which the piston is coupled, of an eccentric rotatablymounted on the shaft, gear mechanism connecting the eccentric to theshaft whereby the eccentric is driven at half the speed of the shaft,and operative connection between the eccentric and the sleeve valvewhereby the sleeve valve is given both an oscillatory and areciprocating movement relative to the cylinder.

3. In an internal combustion engine, the combination with a cylinderprovided with fuel-inlet and exhaust ports, a sleeve valve working inthe cylinder and provided with fuel-inlet and exhaust ports which arebrought into registration with the corresponding cylinder ports by themovements of the sleeve valve, a piston working in the sleeve valve anda crank shaft to which the piston is coupled, of an eccentric rotatablymounted on the shaft, a pinion rotating with the shaft, a second pinionmeshing with the first pinion and connected to the eccentric wherebytheeccentric is rotated at half the speed of the shaft, and operativeconnection between the eccentric and the sleeve valve whereby the sleevevalve is given both an oscillatory and a reciprocating movement relativeto the cylinder.

4. In an internal combustion engine, the combination with a cylinderprovided with fuel-inlet and exhaust ports, a sleeve valve working inthe cylinder and provided with fuel-inlet and exhaust ports which arebronght into registration with the corresponding cylinder ports by themovements of the sleeve valve, a piston working in the sleeve valve anda crank shaft to which the piston is coupled, of an eccentric rotatablymounted on the shaft, means whereby the eccentric is rotated at half thespeed of the shaft, operative connection between the cocentric and thesleeve valve whereby thesleeve valve is reciprocaed relative to thecylinder, and a link connecting such connection to a fixed point wherebythe sleeve valve is caused to oscillate relative to the cylinder.

5. In an internal combustion engine, the

combination with a cylinder provided with fuel-inlet and exhaust ports,a sleeve valve working in the cylinder and provided with fuel-inlet andexhaust ports which are brought into registration with the corre-L" 6.In an internal combustion engine, the combination with a cylinderprovided with fuel'inlet and exhaust ports, a sleeve valve Working inthe cylinder and provided with fuel-inlet and exhaust ports which arebrought into registration with the corre sponding cylinder ports by themovements of the sleeve valve, a piston working in the sleeve valve anda crank shaft to which the piston is coupled, of an eccentric rotatablymounted on the shaft, means whereby the eccentric is rotated at half thespeed of the shaft, a strap on the eccentric, and a flexible connectionbetween the strap and the sleeve valve to reciprocate the latter inrelation to the cylinder.

7. In an internal combustion engine, the combination with a cylinderprovided with fuel-inlet and exhaust ports, a sleeve valve working inthe cylinder and provided with fuel-inlet and exhaust ports which arebrought into registration with the corresponding cylinder ports by themovements of the sleeve valve, a piston working in the sleeve valve anda crank shaft to which thg piston is coupled, of an eccentric rotatabl-ymounted on the shaft, means whereby the eccentric is rotated at half thespeed of the shaft, a strap on the eccentric, a flexible connectionbetween the strap and the sleeve valve to reciprocate the latter inrelation to the cylinder, and means whereby an oscillatory movement isalso imparted to the sleeve valve.

8. In an internal combustion engine, the combination with a cylinderprovided with fuel-inlet and exhaust ports, a sleeve valve working inthe cylinder and provided with fuel-inlet and exhaust ports which arebrought into registration with the corresponding cylinder ports by themovements of the sleeve valve, a piston working in the sleeve valve anda crank shaft to which the piston is coupled, of an eccentric rotatablymounted on the shaft, means whereby the eccentric is rotated at half thespeed of the shaft, a strap on the eccentric, a flexible con nectionbetween the strap and the sleeve valve to reciprocate the latter inrelation to the cylinder, and a link connecting said connection with afixed point whereby an oscillatory movement is also imparted to thesleeve valve.

9. In an internal combustion engine, the combination with a cylinderprovided with fuel-inlet and exhaust ports, a sleeve valve working inthe cylinder and provided with fuel-inlet and exhaust ports which arebrought into registration with the corresponding cylinder ports by themovements of the sleeve valve, a piston working in the sleeve valve anda crank shaft to which the piston is coupled, of an eccentric rotatablymounted on the shaft, means for rotating the eccentric at half the speedof the shaft, a

Signed at Pittsburgh, Pa., this 13th day of July, 1929.

JOSEPH E. W'HITFIELD.

